CN112455292B - Vehicle seat with longitudinal and rotational adjustment device - Google Patents

Vehicle seat with longitudinal and rotational adjustment device Download PDF

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Publication number
CN112455292B
CN112455292B CN202010929032.5A CN202010929032A CN112455292B CN 112455292 B CN112455292 B CN 112455292B CN 202010929032 A CN202010929032 A CN 202010929032A CN 112455292 B CN112455292 B CN 112455292B
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CN
China
Prior art keywords
vehicle seat
adjustment device
boundary
longitudinal
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202010929032.5A
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Chinese (zh)
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CN112455292A (en
Inventor
欧文·哈勒
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Grammer AG
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Grammer AG
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Filing date
Publication date
Application filed by Grammer AG filed Critical Grammer AG
Publication of CN112455292A publication Critical patent/CN112455292A/en
Application granted granted Critical
Publication of CN112455292B publication Critical patent/CN112455292B/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/067—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable by linear actuators, e.g. linear screw mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/02246—Electric motors therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/02246—Electric motors therefor
    • B60N2/02253—Electric motors therefor characterised by the transmission between the electric motor and the seat or seat parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/14—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable rotatable, e.g. to permit easy access
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2002/0204—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement
    • B60N2002/0212—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement the seat or seat part turning about or moving along a longitudinal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2002/0204—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement
    • B60N2002/0216—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement the seat or seat part turning about or moving along a transversal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2002/0204—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement
    • B60N2002/022—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable characterised by the seat or seat part turning about or moving along a non-standard, particular axis, i.e. an axis different from the axis characterising the conventional movement the seat or seat part turning about or moving along a vertical axis

Abstract

The application relates to a vehicle seat having a lower part for arrangement on a body part of a commercial vehicle V and an upper part for storage of a seat part, wherein the vehicle seat has a longitudinal adjustment device by means of which the upper part is displaceable relative to the lower part in the longitudinal direction and/or the width direction of the vehicle seat, and further has a rotation adjustment device which operates independently of the longitudinal adjustment device, by means of which at least a part of the upper part is rotatable relative to the lower part about an axis in the height direction of the vehicle seat, wherein a virtual plane is also provided, which is arranged in parallel with the longitudinal direction and the width direction of the vehicle seat and with which the longitudinal adjustment device and the rotation adjustment device intersect, wherein the longitudinal adjustment device and the rotation adjustment device are designed to be electrically driven.

Description

Vehicle seat with longitudinal and rotational adjustment device
Technical Field
The application relates to a vehicle seat having a lower part for arrangement on a body part of a commercial vehicle and an upper part for storage of a seat part, wherein the vehicle seat has a longitudinal adjustment device by means of which the upper part is displaceable relative to the lower part in the longitudinal direction and/or in the width direction of the vehicle seat, and a rotation adjustment device which operates independently of the longitudinal adjustment device by means of which at least a part of the upper part is rotatable relative to the lower part about an axis in the height direction of the vehicle seat.
Background
A universal vehicle seat is known from the prior art having a longitudinal adjustment device and a rotational adjustment device.
For example, the locking means of the longitudinal adjustment means and/or the rotation adjustment means are first released manually, and subsequently the longitudinal adjustment and/or rotation of the upper part can be performed by a movement initiated by the occupant of the vehicle seat. However, such devices are usually arranged one after the other in the height direction of the vehicle seat; therefore, the space requirement for simultaneously arranging the longitudinal adjustment device and the rotational adjustment device at least in the height direction of the vehicle seat is generally high.
In addition, the driver sometimes finds it cumbersome to adjust the seat with his own force. In addition, precise manual adjustment is only possible in the case of great effort.
The electric drive is also considered to be part of the longitudinal adjustment means and the rotational adjustment means. However, these also generally have a large space requirement and are often arranged in a space-consuming manner in the vehicle seat.
It is therefore an object of the present application to develop a vehicle seat with a longitudinal adjustment device and a rotational adjustment device, which has a compact design and high precision with respect to the required adjustment.
Disclosure of Invention
The object of the application is achieved by a vehicle seat having a lower part for arrangement on a body part of a commercial vehicle and an upper part for storage of a seat part, in which case the vehicle seat has a longitudinal adjustment device by means of which the upper part is displaceable relative to the lower part in the longitudinal direction and/or in the width direction of the vehicle seat, and a rotation adjustment device which operates independently of the longitudinal adjustment device by means of which at least a part of the upper part is rotatable relative to the lower part about an axis in the height direction of the vehicle seat. According to the application, a virtual plane is also provided, which is arranged in parallel with the longitudinal direction and the width direction of the vehicle seat and with the longitudinal adjustment device and the rotation adjustment device intersecting, in which case the longitudinal adjustment device and the rotation adjustment device are designed to be electrically driven.
Thus, the longitudinal adjustment device and the rotational adjustment device are arranged to at least partially overlap in the height direction of the vehicle seat. This greatly reduces the installation space required. In addition, both devices are electrically driven, which eliminates the effort of the seat occupant and increases the accuracy of the desired adjustment.
The longitudinal adjustment device and/or the rotational adjustment device are preferably designed as self-retaining devices. This can be easily achieved by using an electric drive.
The vehicle seat preferably comprises a vertical suspension by means of which the seat part is resiliently mounted. The longitudinal adjustment means and the rotational adjustment means are preferably arranged below the vertical suspension means or above the vertical suspension means. For example, the longitudinal adjustment means and the rotational adjustment means are arranged between the vertical suspension means and the seat part.
The longitudinal adjustment means and/or the rotational adjustment means may be activated manually, for example by the driver manipulating a release element (control button) on the operating means. Furthermore, the longitudinal adjustment means and/or the rotational adjustment means may be activated automatically. For this purpose, it is conceivable that the control system of the vehicle is able to recognize the driver and then to perform a preferred setting ("memory function") with respect to the longitudinal adjustment and/or the rotational adjustment of the recognized driver. For example, when the vehicle is started, detection is performed by detection of a key that can be assigned to a specific driver. Alternatively, the driver may identify himself to the vehicle. For example, as "driver 1", they may press a specific key or select their name from a menu ("driver 1").
The longitudinal adjustment means and the rotational adjustment means operate mechanically and electrically independently of each other. However, they are preferably activated and/or deactivated at the same time, i.e. simultaneously.
In order to further reduce the space requirement, it is preferred that the first height extension of the longitudinal adjustment device has a first upper boundary and a first lower boundary in the height direction of the vehicle seat, in which case the second height extension of the rotation adjustment device or of a part of the rotation adjustment device has a second upper boundary and a second lower boundary in the height direction of the vehicle seat, whereby the first upper boundary is arranged flush with or above the second upper boundary and/or the first lower boundary is arranged flush with or below the second lower boundary in each case as seen in the height direction of the vehicle seat.
The rotation adjustment device is therefore preferably arranged partially or completely in the height direction between the two boundaries of the longitudinal adjustment device.
The first upper boundary and/or the first lower boundary is/are preferably formed by means of a first motor, which will be described in more detail below.
It is further preferred that the first longitudinal extension of the longitudinal adjustment device has a first front boundary and a first rear boundary in the longitudinal direction of the vehicle seat, in which case the second longitudinal extension of the rotation adjustment device or of the part of the rotation adjustment device has a second front boundary and a second rear boundary in the longitudinal direction of the vehicle seat, whereby the first front boundary is arranged flush with or in front of the second front boundary and/or the first rear boundary is arranged flush with or behind the second rear boundary in each case as seen in the longitudinal direction of the vehicle seat.
The rotation adjustment device is therefore preferably arranged partially or completely between the two boundaries of the longitudinal adjustment device in the longitudinal direction.
It is furthermore preferred that the first width extension of the longitudinal adjustment device has a first left boundary and a first right boundary in the width direction of the vehicle seat, in which case the second width extension of the rotation adjustment device or of the part of the rotation adjustment device has a second left boundary and a second right boundary in the width direction of the vehicle seat, whereby the first left boundary is arranged flush with or to the left of the second left boundary and/or the first right boundary is arranged flush with or to the right of the second right boundary in each case as seen in the width direction of the vehicle seat.
The rotation adjustment device is therefore preferably arranged partially or completely between the two borders of the longitudinal adjustment device in the width direction.
As described below, the longitudinal adjustment device has, for example, rails (typically two pairs of rails, each pair of rails comprising a guide rail and a slide rail engaged therewith) for guiding the longitudinal adjustment, which rails are typically purchased parts, which in terms of their mechanical design have been well adapted to the forces and moments that occur when using the vehicle seat. However, this also means that the construction of the rail, and thus the boundaries of the installation space required for the longitudinal adjustment device, cannot be significantly changed at least with respect to the rail. According to the preferred features described above, the rotary adjustment device is therefore advantageously mounted in the remaining space in such a way that the already existing and necessary installation space boundaries of the longitudinal adjustment device are not exceeded.
The compact construction can be further advantageously supported if the longitudinal adjustment device has a first motor for displacing the upper part relative to the lower part in the longitudinal direction and/or the width direction of the vehicle seat and the rotation adjustment device has a second motor for rotating the upper part relative to the lower part about an axis in the height direction of the vehicle seat, and if the first drive shaft of the first motor and the second drive shaft of the second motor are arranged parallel to each other and/or to the longitudinal direction or the width direction of the vehicle seat.
This increases the possibility that the installation spaces for the two motors do not overlap. Advantageously, the first drive shaft of the first motor is arranged perpendicularly to the slide rail and the longitudinal extension of the guide rail. The mechanical connection of the first motor to the slide rail is thus simplified.
It is further preferred that the first motor is connected to the rear end of the upper portion and the second motor is connected to the front end of the upper portion. It is therefore preferred that the relatively space-intensive electric drives are arranged spatially apart from one another and/or as far apart from one another as possible. This also ensures that the heat generated by the motors can be dissipated more quickly and that one motor is not additionally heated by the other motor.
It is furthermore preferred that the longitudinal adjustment device comprises two rail units arranged in the longitudinal direction and/or in the width direction, each rail unit having a guide rail and a slide rail, in which case the guide rails are connected to the lower parts respectively and the slide rails are connected to the upper parts respectively. In this case, the rail is preferably displaceable in each case relative to the rail by means of a first motor which is arranged between the two rail units and which is interactively connected to each rail via a respective gear unit.
In this case, for example, it is provided that each gear unit includes the following: a shaft aligned with and operatively connected to a first drive shaft of a first motor; and a worm gear unit (worm gear unit) operatively connected to the shaft on a first side and to a spindle element disposed within one of the slide rails on a second side, wherein the spindle element is operatively connected to a drive element, the drive element being rigidly connected to one of the slide rails.
Preferably, the shaft is designed to be flexible in each case, so that it can compensate for positional tolerances (positional deviations) between the drive shaft of the motor and the axis of the first worm wheel (worm gear) arranged on the first side of the worm gear unit by means of its flexibility.
Thus, when the upper portion is longitudinally adjusted relative to the lower portion, the first motor, shaft, worm gear unit and slide track move therewith. On the other hand, the guide rail and the drive element advantageously do not move with it when the upper part is adjusted longitudinally relative to the lower part.
In general, it is advantageous if the rotation adjustment means are designed not to be connected to and/or not to be in contact with the lower part, so as not to hinder the desired relative rotation.
An advantageous configuration of the rotation adjustment device is that the rotation adjustment device has a primary gear unit which is mechanically and operatively connected to the second motor on the drive side and to a secondary gear unit on the output side, in which case the secondary gear unit is arranged to be mechanically and operatively connected to a rotating plate unit of the rotation adjustment device, which rotating plate unit is rotatably mounted with respect to the lower part and rigidly connected to the upper part.
In this case, the primary gear unit comprises, for example, a worm gear unit, which preferably comprises a first worm wheel and a second worm wheel. In this case, the first worm gear is preferably rigidly connected to the second drive shaft of the second motor. The second worm gear is engaged with the first worm gear. The central axis of the second worm wheel is preferably arranged perpendicular to the central axis of the first worm wheel and/or parallel to the height direction of the vehicle seat.
In this case, the secondary gear unit advantageously comprises a separate belt-shaped force transmission device which interacts with the circumference of the rotary plate unit and can be transmitted in the circumferential direction of the belt-shaped force transmission device by means of the second motor.
The belt-shaped force transmitting means is preferably engaged with the second worm wheel such that the rotation of the drive shaft of the second motor is transmitted as the rotation of the belt-shaped force transmitting means via the first worm wheel and the second worm wheel. For this purpose, for example, the second worm wheel is provided with two adjacent functional areas along its central axis, wherein a first functional area has helical teeth and meshes with the first worm wheel, and wherein the second functional area is designed to interact with a band-shaped force transmission device. Examples of the second functional area are described in more detail below.
In the context of the present application, the term "ribbon-like" is understood to mean an element whose cross-sectional dimensions are small compared to its length. The band-like element is preferably designed to be closed over its length.
For example, the rotary plate unit is designed as a sprocket wheel and the belt-shaped force transmission device as a chain element. According to this variant, a positive interaction is thus formed between the rotary plate unit and the band-shaped force transmission device. The second functional region of the second worm wheel is therefore also preferably designed as a sprocket wheel in this case.
In a further variant, according to which a non-positive interaction between the rotary plate unit and the belt-like force transmission device is designed, provision is made for the rotary plate unit to be designed as a pulley element and the belt-like force transmission device to be designed as a belt element. For example, the belt-shaped force transmission device is designed as a V-belt or as a multi-V-belt, and the swivel plate unit, which is designed as a pulley, is correspondingly designed complementarily thereto. The second functional region of the second worm wheel is therefore preferably designed in this case as a pulley, which is correspondingly designed to be complementary to the belt-shaped force transmission device.
Preferably, the rotation adjustment device further includes a crown roller bearing unit disposed above the swivel plate unit in a height direction of the vehicle seat. The crown roller bearing unit preferably comprises an upper cage plate and a lower cage plate, between which a roller bearing body, such as balls, is arranged.
The upper holder plate is, for example, part of a first cover plate which closes the rotary adjustment device in the height direction upwards. Preferably, the first cover plate is rigidly connected to the rotation plate unit such that rotation of the rotation plate unit is transferred to rotation of the first cover plate; this is preferably done at 1: the gear ratio of 1 is completed.
The lower holder plate is, for example, part of a second cover plate which is arranged below the first cover plate in the height direction. Preferably, the second cover plate is designed not to be mechanically connected with the rotation plate unit, so that the rotation of the rotation plate unit is not transferred to the rotation of the second cover plate.
In this respect, preferably only a part of the upper part is mounted to rotate relative to the lower part by means of a rotation adjustment device. The following components are preferably mounted for rotation by means of a rotation adjustment device: an upper cover plate, a swivel plate unit, and components arranged above the upper cover plate, for example, in the height direction, and forming an actual seat part with the seat surface and/or the backrest, for example. The following components are preferably mounted so as not to rotate by means of a rotation adjustment device: longitudinal adjustment means, a lower cover plate, a primary gear unit, a second motor and/or a secondary gear unit.
The parts of the rotation adjustment device that fulfil the above-mentioned conditions with respect to upper, lower, left, right, front and/or rear boundaries should in particular be understood as the following components, alone or in any combination: a primary gear unit, a second motor, a secondary gear unit and/or a rotating plate unit.
The rotation adjustment device preferably comprises a tensioning unit, by means of which the pretensioning of the band-shaped force transmission device can be adjusted. For example, the tensioning unit comprises an element which engages with the belt-shaped force transmission means and the position of which element can be adjusted along the guide rail. The element is preferably designed as a disc or a sprocket wheel. The guide rail is preferably formed in a plane arranged perpendicularly to the height direction of the vehicle seat and/or perpendicularly to the central axis of the second worm wheel. For example, the guide rail is provided in the form of a recess in the housing plate. Preferably, a bearing seat for the second drive motor is also formed by the housing plate.
It should be noted that in the context of the present application, position information (e.g., front, rear, top, bottom, left, right, etc.) and direction information (height direction, longitudinal direction, width direction) are always defined with respect to the vehicle seat. In contrast, global effects such as downward tilting of the vehicle including the vehicle seat and resulting deflection of the vehicle seat are insignificant.
Drawings
Other advantages, objects and features of the application will be apparent from the accompanying drawings and the following description, in which a vehicle seat is shown and described by way of example with different forms of guides.
In the drawings:
FIG. 1a is a perspective view of a portion of a vehicle seat of the present application having a longitudinal adjustment device and a rotational adjustment device;
FIG. 1b is the view of FIG. 1a without the upper cover element;
FIG. 1c is the view of FIG. 1a with an additional hidden element;
FIG. 1d is the view of FIG. 1a with an additional hidden element;
FIG. 1e is a plan view of a portion of the vehicle seat according to the application of FIG. 1;
FIGS. 1f and 1g are cross-sectional views of FIG. 1 e;
fig. 2a, 2b, 2c are views of fig. 1e of the rotation adjustment device in different rotation states;
FIG. 2d is another perspective view of a portion of the vehicle seat according to the application of FIG. 1 a;
FIG. 2e is a detail view of the view according to section A' of FIG. 2 d;
FIG. 3a is an exploded perspective view of the longitudinal adjustment device;
FIG. 3b is a side view of a portion of the vehicle seat according to the application of FIG. 1a in a different translational state of the longitudinal adjustment device;
FIG. 3c is a plan view of the longitudinal adjustment device;
FIGS. 3d and 3e are cross-sectional views of FIG. 3 c;
fig. 4 is a very simplified illustration of a vehicle seat according to the application.
Detailed Description
It should be mentioned that some components are not shown in some of the figures for clarity. Thus, fig. 1a, 1b, 1c, 1d, 1e, 1f, 1g, 2a, 2b, 2c, 2d, 2e, 3a, 3b, 3c, 3d and 3e only show a part of a vehicle seat 1 according to the application.
In addition, in the drawings, a cartesian coordinate system having three axes 1x (longitudinal direction of the vehicle seat 1 from front to rear, corresponding to the direction of the arrow), 1y (width direction of the vehicle seat 1 from left to right, corresponding to the direction of the arrow), and 1z (height direction of the vehicle seat 1 from bottom to top, corresponding to the direction of the arrow) is provided.
Fig. 4 schematically shows a vehicle seat 1, which vehicle seat 1 has a lower part 3 for arrangement on a body part 8 of a commercial vehicle V and an upper part 4 for storing a seat part 5. The vehicle seat 1 includes: a longitudinal adjustment device (see longitudinal adjustment device 10 in the remaining figures), which is not shown in fig. 4, by means of which the upper part 4 is displaceable relative to the lower part 3 in the longitudinal direction 1x and/or the width direction 1y of the vehicle seat 1; and a rotation adjustment device (see rotation adjustment device 20 in the remaining figures), which works independently of the longitudinal adjustment device and is not shown in fig. 4, by means of which at least a portion of the upper part 4 is rotatable relative to the lower part 3 about the axis a in the height direction 1z of the vehicle seat 1.
Furthermore, a virtual plane E (see fig. 1 g) is provided, which is arranged in parallel to the longitudinal direction 1x and the width direction 1y of the vehicle seat 1 and to the longitudinal adjustment device 10 and the rotation adjustment device 20, in which case the longitudinal adjustment device 10 and the rotation adjustment device 20 are designed to be electrically driven.
Thus, the longitudinal adjustment device 10 and the rotational adjustment device 20 are arranged to at least partially overlap in the height direction 1z of the vehicle seat 1.
Fig. 1g further shows that the first height extension 10z of the longitudinal adjustment device 10 has a first upper boundary 10z1 and a first lower boundary 10z2 in the height direction 1z of the vehicle seat 1, and that the second height extension 20z of the part of the rotation adjustment device 20 has a second upper boundary 20z1 and a second lower boundary 20z2 in the height direction 1z of the vehicle seat 1, whereby, in each case as seen in the height direction 1z of the vehicle seat 1, the first upper boundary 10z1 is arranged above the second upper boundary 20z1 and the first lower boundary 10z2 is arranged below the second lower boundary (20 z 2).
In the present case, the rotary adjustment device 20 is therefore arranged partially between the two boundaries 10z1, 10z2 of the longitudinal adjustment device 10 in the height direction 1z.
In the present case, the first upper boundary 10z1 and the first lower boundary 10z2 are formed by means of a first motor 16. In the present case, the second upper boundary 20z1 and the second lower boundary 20z2 are formed by means of a second motor 26. Other elements of the rotation adjustment device 20 are not shown, which are optionally arranged above the first upper boundary 10z 1.
Fig. 3c further shows that the first longitudinal extension 10x of the longitudinal adjustment device 10 has a first front boundary 10x1 and a first rear boundary 10x2 in the longitudinal direction 1x of the vehicle seat 1, in which case the second longitudinal extension 20x of the part of the rotation adjustment device 20 has a second front boundary 20x1 and a second rear boundary 20x2 in the longitudinal direction 1x of the vehicle seat 1, whereby, in each case as seen in the longitudinal direction 1x of the vehicle seat 1, the first front boundary 10x1 is arranged in front of the second front boundary 20x1 and the first rear boundary 10x2 is arranged behind the second rear boundary 20x 2.
In the present case, the rotary adjustment device 20 is therefore arranged partially between the two boundaries 10x1, 10x2 of the longitudinal adjustment device 10 in the longitudinal direction 1 x.
In the present case, the first front boundary 10x1 is formed by means of two rail elements 30 and the first rear boundary 10x2 is formed by means of the first motor 16. In the present case, the second front boundary 20x1 is formed by means of the second motor 26 and the second rear boundary 20x2 is formed by means of the band-shaped force transmission device 281. Other elements of the rotation adjustment device 20 are not shown, which are optionally arranged outside the area between the first front boundary 10x1 and the first rear boundary 10x 2.
Further, fig. 3c shows that the first width extension 10y of the longitudinal adjustment device 10 has a first left boundary 10y1 and a first right boundary 10y2 in the width direction 1y of the vehicle seat 1, in which case the second width extension 20y of the rotation adjustment device 20 has a second left boundary 20y1 and a second right boundary 20y2 in the width direction 1y of the vehicle seat 1, whereby, in each case seen in the width direction 1y of the vehicle seat 1, the first left boundary 10y1 is arranged to the left of the second left boundary 20y1 and the first right boundary 10y2 is arranged to the right of the second right boundary 20y 2.
In the present case, the rotary adjustment device 20 is therefore arranged completely between the two boundaries 10y1, 10y2 of the longitudinal adjustment device 10 in the width direction 1 y.
In the present case, the first left boundary 10y1 is formed by means of a left rail 30 and the first right boundary 10y2 is formed by means of a right rail 30. In the present case, the second left boundary 20y1 is formed by means of a belt-shaped force transmission device 281 and the second right boundary 20y2 is formed by means of a primary gear unit 27.
In the present case, the longitudinal adjustment device 10 comprises a first motor 16 for displacing the upper part 4 relative to the lower part 3 in the longitudinal direction 1x of the vehicle seat 1, and the rotation adjustment device 20 comprises a second motor 26 for rotating the upper part 4 relative to the lower part 3 about the axis a in the height direction 1z of the vehicle seat 1, wherein a first drive shaft 161 of the first motor 16 and a second drive shaft 261 of the second motor 26 are arranged parallel to each other and/or parallel to the width direction 1y of the vehicle seat 1 (see fig. 3 c).
Thus, in the present case, the two motors 16, 26 themselves and the installation space for the two motors 16, 26 are arranged spaced apart from each other. In the present case, the first drive shaft 161 of the first motor 16 is arranged perpendicularly to the longitudinal extension of the slide rail 32 and the guide rail 31. The mechanical connection of the first motor 16 to the slide rail 32 is thus simplified.
Fig. 3c also shows that the first motor 16 is connected to the rear end 42 of the upper part 4 and that the second motor 26 is connected to the front end 41 of the upper part 4. Accordingly, the motors 16, 26, which are relatively densely installed in space, are spatially disposed apart from each other, and furthermore, are disposed as far apart from each other as possible.
In particular, fig. 3c also shows that the longitudinal adjustment device 10 comprises two rail units 30 arranged in the longitudinal direction 1x and/or the width direction 1y, each rail unit having a guide rail 31 and a slide rail 32, in which case the guide rails 31 are connected to the lower parts 3, respectively, and the slide rails 32 are connected to the upper parts 4, respectively. Fig. 3c also shows that in the present case the slide rails 32 are displaceable in each case relative to the guide rail 31 by means of a first motor 16 arranged between the two rail units 30 and interactively connected to each slide rail 32 via the respective gear unit 12.
Fig. 3b shows the different states with respect to the longitudinal adjustment of the sliding rail 32 relative to the guide rail 31 in the longitudinal direction 1 x: top-to-bottom, a rear maximum state, an intermediate state, and a front maximum state.
In this case, fig. 3c, 3d and 3e show that each gear unit 12 in the present case comprises the following components: a shaft 121, the shaft 121 being aligned with and operatively connected to a first drive shaft 161 of the first motor 16; and a worm gear unit 122, the worm gear unit 122 being operatively connected on a first side to the shaft 121 and on a second side to a spindle element 123 arranged in one of the slide rails 32, in which case the spindle element 123 is operatively connected to a drive element 124, the drive element 124 being rigidly connected to one of the slide rails 31.
In general, in the present case, the rotation adjustment device 20 is designed not to be connected to the lower part 3 and not to be in contact with the lower part 3.
In the present case, fig. 1d shows in particular that the rotation adjustment device 20 has a primary gear unit 27, which primary gear unit 27 is operatively connected on the drive side to the second motor 26 and on the output side to a secondary gear unit 28 of the rotation adjustment device 20, in which case the secondary gear unit 28 is arranged to be operatively connected to a rotating plate unit 29 of the rotation adjustment device 20, which rotating plate unit 29 is rotatably mounted with respect to the lower part 3 and rigidly connected to the upper part 4.
Details of the primary gear unit 27 are not shown. In the present case, the primary gear unit 27 comprises a worm gear unit comprising a first worm wheel and a second worm wheel. In this case, the first worm wheel is rigidly connected to the second drive shaft 261 of the second motor 26. The second worm wheel meshes with the first worm wheel, wherein a central axis of the second worm wheel is arranged perpendicular to a central axis of the first worm wheel and parallel to a height direction 1z of the vehicle seat 1.
In the present case, the secondary gear unit 28 comprises a separate belt-shaped force transmission device 281, which belt-shaped force transmission device 281 interacts with the circumference 291 of the rotary plate unit 29 and can be transmitted by the second motor 26 in the direction of the circumference 2811 of the belt-shaped force transmission device 281.
In this case, the belt-shaped force transmitting device 281 is engaged with a second worm wheel, not shown, so that the rotation of the drive shaft 261 of the second motor 26 is transmitted as the rotation of the belt-shaped force transmitting device 281 and the rotation of the rotating plate unit 29 via the first worm wheel and the second worm wheel. In this case, for this purpose, the second worm wheel is provided with two adjacent functional areas along its central axis, wherein the first functional area has helical teeth and meshes with the first worm wheel, and wherein the second functional area is designed to interact with the band-shaped force transmission means 281.
In the present case, the band-shaped force transmission means 281 is an element whose cross-sectional dimension is small compared to its length. In the present case, the element is designed to be closed over its length.
In the present case, the rotary plate unit 29 is designed as a sprocket wheel and the belt-shaped force transmission means 281 is designed as a chain element or a chain. According to this variant, a positive locking interaction (positive-locking interaction) is thus formed between the rotary plate unit 29 and the band-shaped force transmission device 281. In the present case, the second functional region of the second worm wheel is therefore also designed as a sprocket wheel in this case.
In the present case, the rotation adjustment device 20 further comprises a crown roller bearing unit 50 (see in particular fig. 1 f), which is arranged above the swivel plate unit 29 in the height direction 1z of the vehicle seat 1. The crown roller bearing unit preferably includes an upper cage plate 51 and a lower cage plate 52 with a roller bearing body 53, such as balls, disposed between the upper and lower cage plates 51, 52.
In the present case, the upper holder plate 51 is part of a first cover plate 61, which first cover plate 61 closes the rotary adjustment device 20 upwards in the height direction 1z (see fig. 1 e). In the present case, the first cover plate 61 is rigidly connected to the rotation plate unit 29 such that the rotation of the rotation plate unit 29 is performed with 1: the gear ratio of 1 is transferred to the rotation of the first cover plate 61. Figures 2a, 2b and 2c here show different rotational states of the first cover plate 61.
In the present case, the lower holder plate 52 is part of a second cover plate 62, the second cover plate 62 being arranged below the first cover plate 61 in the height direction 1z. In the present case, the second cover plate 62 is designed to be separated from the roller bearing by means of the balls 53, without being mechanically connected to the rotary plate unit 29, so that the rotation of the rotary plate unit 29 is not transferred to the rotation of the second cover plate 62.
In the present case, the following components are mounted for rotation by means of the rotation adjustment device 20: the upper cover plate 61, the swivel plate unit 29 and components, which are not shown and which are arranged above the upper cover plate 61, for example in the height direction 1z, and which form the actual seat part 5, for example with the seat surface and/or the backrest. In the present case, the following components are preferably mounted so as to be rotatable without the aid of the rotation adjustment device 20: a longitudinal adjustment device 10, a lower cover plate 62, a primary gear unit 27 and a second motor 26.
In the present case, with regard to the parts of the rotation adjustment device 20 whose boundaries of the upper 10z1, 20z1, lower 10z2, 20z2, left 10y1, 20y1, right 10y2, 20y2, front 10x1, 20x1 and rear 10x2, 20x1 fulfil the above-mentioned conditions, the following parts are to be understood in particular, individually or in any combination: a primary gear unit 27, a second motor 26, a secondary gear unit 28 and a rotating plate unit 29.
In the present case, the rotation adjustment device 20 comprises a tensioning unit 70, by means of which tensioning unit 70 a pretensioning of the band-shaped force transmission device 281 can be adjusted (see in particular fig. 2d and 2e, fig. 2d and 2e respectively showing a view of the combined longitudinal adjustment device 10 and rotation adjustment device 20 from below). In the present case, the tensioning unit 70 comprises an element 71 which engages with a belt-shaped force transmission device 281, and the position of the element 71 can be adjusted along the guide rail 72. In the present case, the element 71 is designed as a sprocket. In the present case, the guide rail 72 is formed in a plane arranged perpendicularly to the central axis (not shown) of the second worm wheel and thus perpendicularly to the height direction 1z. In the present case, the guide rail 72 is arranged in the form of a recess 73 in a housing plate 74. In the present case, the bearing seat for the second motor 26 is also formed by the housing plate 74.
It should be understood that the above-described embodiment is merely a first configuration of a vehicle seat according to the application. The configuration of the present application is not limited to these embodiments in this respect.
All the features disclosed in the document of the present application are considered essential to the application as long as they are novel, individually or in combination, in comparison with the prior art.
List of reference numerals
1. A vehicle seat;
1x longitudinal direction;
1y width direction;
1z height direction;
3. a lower part;
4. an upper part;
5. a seat portion;
8. a body section;
10. a longitudinal adjustment device;
12. a gear unit;
16 A 26 motor;
20. a rotation adjustment device;
27. a primary gear unit;
28. a secondary gear unit;
29. a rotation plate unit;
30. a track unit;
31. a guide rail;
32. a slide rail;
41 Ends 42;
50. a crown roller bearing unit;
51 52 holding the shelf;
61 62 cover plates;
70. tensioning unit
121. A shaft;
122. a worm gear unit;
123. a spindle element;
124. a driving element;
161 261 drive shaft;
281. a belt-like force transmission device;
291 2811 circumference;
an axis A;
e plane;
v commercial vehicle.

Claims (9)

1. Vehicle seat (1), which vehicle seat (1) has a lower part (3) for arrangement on a body part (8) of a commercial vehicle (V) and an upper part (4), which upper part (4) is for storage of a seat part (5), wherein the vehicle seat (1) has a longitudinal adjustment device (10), by means of which longitudinal adjustment device (10) the upper part (4) is displaceable relative to the lower part (3) in a longitudinal direction (1 x) and/or a width direction (1 y) of the vehicle seat (1), the vehicle seat (1) further having a rotation adjustment device (20) which operates independently of the longitudinal adjustment device (10), by means of which rotation adjustment device (20) at least a part of the upper part (4) is rotatable relative to the lower part (3) about an axis (A) in a height direction (1 z) of the vehicle seat (1),
it is characterized in that
A virtual plane (E) is also provided, which is arranged in parallel with the longitudinal direction (1 x) and the width direction (1 y) of the vehicle seat (1) and with the longitudinal adjustment device (10) and the rotation adjustment device (20), wherein the longitudinal adjustment device (10) and the rotation adjustment device (20) are designed to be electrically driven;
the first height extension (10 z) of the longitudinal adjustment device (10) has a first upper boundary (10 z 1) and a first lower boundary (10 z 2) in the height direction (1 z) of the vehicle seat (1), wherein the second height extension (20 z) of the rotation adjustment device (20) has a second upper boundary (20 z 1) and a second lower boundary (20 z 2) in the height direction (1 z) of the vehicle seat (1), wherein the first upper boundary (10 z 1) is arranged flush with or above the second upper boundary (20 z 1) and/or the first lower boundary (10 z 2) is arranged flush with or below the second lower boundary (20 z 2) in each case as seen in the height direction (1 z) of the vehicle seat (1).
The longitudinal adjustment device (10) has a first motor (16), the first motor (16) being used to displace the upper part (4) relative to the lower part (3) in the longitudinal direction (1 x) and/or the width direction (1 y) of the vehicle seat (1); and the rotation adjustment device (20) has a second motor (26), the second motor (26) being used to rotate the upper part (4) relative to the lower part (3) about an axis (A) in a height direction (1 z) of the vehicle seat (1), wherein a first drive shaft (161) of the first motor (16) and a second drive shaft (261) of the second motor (26) are parallel to each other, a first upper boundary (10 z 1) and a first lower boundary (10 z 2) being formed by means of the first motor (16), and a second upper boundary (20 z 1) and a second lower boundary (20 z 2) being formed by means of the second motor (26).
2. Vehicle seat (1) according to claim 1,
it is characterized in that
The first longitudinal extension (10 x) of the longitudinal adjustment device (10) has a first front boundary (10 x 1) and a first rear boundary (10 x 2) in the longitudinal direction (1 x) of the vehicle seat (1), wherein the second longitudinal extension (20 x) of the rotation adjustment device (20) has a second front boundary (20 x 1) and a second rear boundary (20 x 2) in the longitudinal direction (1 x) of the vehicle seat (1), wherein the first front boundary (10 x 1) is arranged flush with or in front of the second front boundary (20 x 1) and/or the first rear boundary (10 x 2) is arranged flush with or behind the second rear boundary (20 x 2) in each case as seen in the longitudinal direction (1 x) of the vehicle seat (1).
3. Vehicle seat (1) according to claim 1 or 2,
it is characterized in that
The first width extension (10 y) of the longitudinal adjustment device (10) has a first left boundary (10 y 1) and a first right boundary (10 y 2) in the width direction (1 y) of the vehicle seat (1), wherein the second width extension (20 y) of the rotation adjustment device (20) has a second left boundary (20 y 1) and a second right boundary (20 y 2) in the width direction (1 y) of the vehicle seat (1), wherein the first left boundary (10 y 1) is arranged flush with or to the left of the second left boundary (20 y 1) and/or the first right boundary (10 y 2) is arranged flush with or to the right of the second right boundary (20 y 2) in each case viewed in the width direction (1 y) of the vehicle seat (1).
4. Vehicle seat (1) according to claim 1 or 2,
it is characterized in that
A first drive shaft (161) of the first motor (16) and a second drive shaft (261) of the second motor (26) are arranged parallel to a longitudinal direction (1 x) or a width direction (1 y) of the vehicle seat (1).
5. Vehicle seat (1) according to claim 4,
it is characterized in that
The first motor (16) is connected to a rear end (42) of the upper portion (4), and the second motor (26) is connected to a front end (41) of the upper portion (4).
6. Vehicle seat (1) according to claim 5,
it is characterized in that
The longitudinal adjustment device (10) comprises two rail units (30) arranged in the longitudinal direction (1 x) and/or the width direction (1 y), each rail unit (30) having a guide rail (31) and a slide rail (32), wherein the guide rails (31) are each connected to the lower part (3) and the slide rails (32) are each connected to the upper part (4), wherein each slide rail (32) is displaceable in each case relative to the respective guide rail (31) by means of the first motor (16) arranged between the two rail units (30) and interactively connected to each slide rail (32) by means of a respective gear unit (12).
7. Vehicle seat (1) according to claim 6,
it is characterized in that
Each of the gear units (12) includes:
-a shaft (121), said shaft (121) being aligned with and operatively connected to said first drive shaft (161) of said first motor (16); a worm gear unit (122), said worm gear unit (122) being operatively connected on a first side to said shaft (121) and on a second side to a spindle element (123) arranged in one of said sliding tracks (32), wherein said spindle element (123) is operatively connected to a driving element (124), said driving element (124) being rigidly connected to one of the guiding tracks (31).
8. Vehicle seat (1) according to claim 1 or 2,
it is characterized in that
The rotation adjustment device (20) is designed to be disconnected from the lower part (3).
9. Vehicle seat (1) according to claim 1 or 2,
it is characterized in that
The rotation adjustment device (20) has a primary gear unit (27), which primary gear unit (27) is mechanically and operatively connected to a second motor (26) on the drive side and to a secondary gear unit (28) on the output side, wherein the secondary gear unit (28) is arranged mechanically and operatively connected to a rotating plate unit (29) of the rotation adjustment device (20), which rotating plate unit (29) is rotatably mounted with respect to the lower part (3) and rigidly connected to the upper part (4), wherein the secondary gear unit (28) comprises a separate band-shaped force transmission device (281), which band-shaped force transmission device (281) interacts with a circumference (291) of the rotating plate unit (29) and can be transmitted over a circumference (2811) of the band-shaped force transmission device (281) by means of the second motor (26).
CN202010929032.5A 2019-09-06 2020-09-07 Vehicle seat with longitudinal and rotational adjustment device Active CN112455292B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019123960.5A DE102019123960B4 (en) 2019-09-06 2019-09-06 Vehicle seat with longitudinal adjustment device and with rotary adjustment device
DE102019123960.5 2019-09-06

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CN112455292A CN112455292A (en) 2021-03-09
CN112455292B true CN112455292B (en) 2023-08-11

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CN202010929032.5A Active CN112455292B (en) 2019-09-06 2020-09-07 Vehicle seat with longitudinal and rotational adjustment device

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US (1) US11345258B2 (en)
EP (1) EP3789237B1 (en)
CN (1) CN112455292B (en)
DE (1) DE102019123960B4 (en)

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DE102019123960B4 (en) 2021-07-01
EP3789237A1 (en) 2021-03-10
DE102019123960A1 (en) 2021-03-11
US20210070197A1 (en) 2021-03-11
EP3789237B1 (en) 2022-05-11
CN112455292A (en) 2021-03-09
US11345258B2 (en) 2022-05-31

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